Internal-combustion engine.



H. W. ASHMUSEN. INTERNAL COMBUSTION ENGINE. APPLICATION FILED APR. 1,1910.

Patented Oct. 6, 1914.

2 SHEETSSHEET -1.

e w m W W i i/Ramses H W. ASHMUSEN. INTERNAL, COMBUSTION ENGINE.APPLICATION FILED APR. 1, 1910.

' 1,112,589, v .Patented 0011 1914. I 2 SHEETS-SHEET 2. v

s m I lmi/bmcoaco 5 i 2 i i HENRY W. ASHMUSEN, OF KINGS PARK, NEW YORK.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 6,1914.

Application filed April 1, 1910. Serial No. 552,819.

To all whomit may concern:

Be it known that I, IIENRY \V. Asrnmsnn, citizen of the United States,residing at Kings Park, Long Island, in the county of Suffolk and Stateof New York, have invented certain new and useful Improvements inInternal-Combustion Engines, of which the following is aspecification.

My invention relates to internal combustion engines and particularly tothe construction of the cylinder thereof and the valve mechanismtherefor. 4

The primary object of my invention is to provide means for cooling thecylinder and the valve of an internal combustion engine, and also tocooling the fuel charge just previous to its passage into the cylinderso that a greater amount of vapor may enter than under ordinarycircumstances, thus increasing the power of the engine.

- A still further object is to so construct the cylinder head that onlyone valve is used for admitting the charge to the cylinder andpermitting an egress of the exhaust.

Still further objects will appear as the details of the invention aredescribed.

An embodiment of my invention is shown in the accompanying drawings,wherein Figure 1 is a perspective view of my improved engine. ,Fig. 2 isa longitudinal section thereof, particularly showin the cylinder holdinga valve structure. iig. 3 is a horizontal section thereof on the line 33of Fig. 2. Fig. & is an end view of the cylinder 5 and its supportingstructure, the end of the cylinder being partly broken away.

Corresponding and like parts are referred 'to in the followingdescription and indicated in all the views of the accompanying drawingsby the same reference characters.

Referring to these drawings 2 designates the cylinder of aninternal.combustion en gine. and 3 the crank-case thereof of any usualconstruction. The extremity of this cylinder is closed by a head at.This head has the form shown-in Fig. 2', and is formed with theside-wall 5' which is screw-threadcdly cnga'gcdwith the head :of thecylinder.

- These side-walls and the head 4 have an so arcuatc or arched form, theend-wall merging into the side-walls. A spark-plug 6 of any usualconstruction passes through the cylinder head as shown in Fig. 2. It isnot 1 necessarytodescribe this sparkplug, or its connections in detail.The head 4 is inclined and rounded,as will be noted, but has a fiatside-face 7 formed with a valve opening 8 controlled by a valve 9 havinga stem 10 which passes out through a suitable supporting bracket 11. Alight spring 12 acts to normally hold the valve 9 in its closedposition. The manner of operating the valve 9 will be later described.The walls of the cylinder 2. are formed with a plurality oflongitudinally extending grooves or channels 15, which channels are cutout of the face of the cylinder. Surrounding thecylinder and restingupon the ribs formed be tween said channelsis the outer casing 16. Thisouter casing preferably extends rather more than half way along thecylinder 2 and is of course, spaced from the cylinder by, the ribs 15.It will be understood that this outer casing forms part of the cylinderand forms in effect the outer cylinder. The lon- 5 gitudinal grooves orchannels 15 might be formed in any other manner but I find this is aconvenient way of forming them by grooving the cylinder and placingouter casing thereon. 0

I do not wish to limit myself to the use of a plurality oflongitudinally extending alternate channels and ribs, as I may use othermeans for spacing the casing 16 from the cylinder. This casing extendsentirely 5 around the body or cylinder but ceases at the point where thecylinder merges into the flat face 7 of the head. Around the rest of thecylinder, however, the casing 16 is extended upward and over the head asat 17 and extends beyond the flat face at 18, so as to form a chamber 19between the Hat face 7 of the head and the casing 18.

It will be seen that "by the construction above described I haveprovided a cylinder which is formed with a number of longitudinallyextending passages, cells or channels between the outer and innersurface of the cylinder walls disposed at intervals all,

around the cylinder and extending a dis tance lengthwise of the cylinderabout halfway from the cylinder head. The chamber 15) is connected aswill be hereafter described with the intake port of the cylinder. By

connecting the head end of these channels with the intake port in thechamber 19, a cool draft of air is drawn through them'iat each suctionstroke of the piston. This cooling scheme alone would notbesufiicient,but it is entirelysufficient when't'aken together. with the outside aircooling which is due to theclose metallic c nnection between the outerand inner walls, secured by the fact that the air passages or channelsare spaced from each other and that there is a web between each pair ofchannels which connects what may be termed the inner wall of thepistonwith the outer wall thereof. It is best that thcse channels extendthe dis tance mentioned and yet be as short and straight as possible andnot spirally arranged because as the air passesthrough them, it heats tosome extent. For the purpose of cooling the air, I expand it after itleaves the channels into a larger chamber 14'. This expansion I obtainby having the cross sectional area of the chamber 17 greater than theaggregate cross sectional area of the channels.

Connected to the casing 18 and formed integral therewith is a carbureterchamber 20 having an opening in'its upper end extending into the chamber19 through which opening passes the wick 21, this Wick extendinglaterally across the whole lateral extent of the chamber 19 so thatevery bit of air which is drawn through the chamber 19 must of necessitypass over the wick. In order that the air may be forced into closecontact with the wick and thereby take up the gasolene vapor therefrom Ihave provided the laterally extending deflecting valve 22 which ispivoted in any suitable manner as at 23, the free edge of the (16-;fleeting valve being adapted to rest upon a A spring 22 is connected tothedeflecting valve 22 and acts to hold it to seat 24.

its seat. 7 This spring is connected to an adj usting screw 22 wherebythe tension of theg spring may be increased or decreased, thus.

securing an adjustable variation in the richness inthe gasolene vapor.It is to be noted that the wick 21 extends nearly entirely across thechamber 19 and entirely across the carbureter 20, thus exposingeveryportion of the air to the wick and thus thoroughly impregnating theair with the gasolene vapor. Furthermore the member 22 not only acts asa deflector forcing the air down against the wick but also acts as avalve opening upon the suction stroke of the engine to a greater or lessextent. As before stated, the air after it passes from the channels 15expands in the head chamber 17 whereby to cool the air. The air isfurther cooled just before reaching valve 22 by the refrigenting actionarising from vaporization of the liquid fuel from wick 21. It istherefore not necessary that the cross sectional area of the passagewayleading directly to the intake port should be actually as great as thehead chamber [9.

livotcd upon the bracket or support 11 is the exhaust valve which ispreferably in the form of an elongated rectangle, the

tact with the valveseat 26. This valve opens outwardly but closesagainst pressure from the outside. The valve 25 forms the exhaust valveof the engine and may open to the outer air or to any suitableconducting pipe leading to a muflier not shown.

In order to provide for a proper movement of the valve 9 the inside faceof the head ,4 adjacent to the valve seat 8 is slightly cut away as at27. This cutaway portion, however, is rounded and gradually merges intothe face of the head so that no corner or pocket will be formed whereinsoot, or dirt may accumulate. The valve 9, as before stated, is heldclosed by a light spring 12 but is opened by any suitable intermittentlyacting valve operating mechanism. For this purpose, I have shown a shaft28 having thereon an arm 28 which loosely engages with the spindle ofthe valve 9 below the spring 12. This shaft 28 is a rock shaft and isconnected by a reciprocating rod 29 with any suitable mechanismoperatively connected with the operating parts of the engine, whereby itmay be reciprocated. I have not shown any means for this purpose as anysuitable connection may be used, as will be understood by those skilledin the art. This mechanism however, is so timed, that the shaft 28 willbe locked at such periods that the valve 9 opens through all the exhauststroke of .the piston and through a portion of the suction of thecharging stroke, the valve being held open through a portion if thremainder of the charging stroke by means of suction exerted upon thevalve. The tension spring 12 may be variably adjusted by any suitablemeans as by the lever 30 so as to hold the valve 9 do-wn with greater.or less force and thus regulate the length of time in which'thfe valve9 remains open upon the suction stroke. As the spring is under tensionit will be obvious that the valve 9 will close quicker than it would ifthe spring'was of too light a. tension. Means are thus provided forregulating the amount of charge entering the cylinder.

It will be seen that the longitudinal passages 15 will all open into thechamber 17* which extends over the head of the cylinder. Those passages15, however, which at their outer end are blanked by the supportingbracket 1.1 or by the valve casing upon the Hat side of the head. mustnecessarily be connected in some other manner to. the chamber 17; and tothis end the walls of these passages are formed with intclined channelsor passages 3i. these narrow passages 31 diverging so that the currentof air passes around the valve casing and into the chamber 11'. I thusprovide for a proper circulation of th air within the passages so thatupon a suction stroke of the piston'the air will-bci drawn into all ofthe passages, thence into the chamber l7, and

its

"thence through tlie valve opening 8 into the cylinder, taking up'gasolen e from the wick 21 in'its course. It'isfparticularlyto be notedthat the totalcross sectionalarea of the passages is less than'theareaofthe chamber 17 and this inturn is, less in cross 1 sectional area-thanthej' vfalve opening 8, so that a r assing 11rthro1i h these passages.Fexpands asiti eachestheehamber 17", and

' reaches the cylinder. It is well-knownthat then undergoes anotherexpansion when it F a gas when expanded eis c ooldyand hence it entrance.1 into- 1 the chamber T7? and then again 1 upon its entrance into? theCylinder.

'i-a'lhecasin-g wli'i'ch extends' over-the head 4 'rovid'ed with=ribs-33 whereby the casing consumed gases througli the valve opening :8my main exhaust isl loc'ated in the side oi the cylinder and 'isdesig'iiate'd 34:- I have found; by experiment that locating the mainexhaust at this place is particularly effective, and that the suddenoutward passage of the consumed vapors fithroughfthis exhaust passage 3%tendsto almost entirely withdraw and eject the consumed gases and theunconsumed ,productsi of combustion therewith. \Vhat products ofcombustion are not ejected through the opening 34 will be forced outwith the return stroke of the piston through the valve opening 8.

. The operation of my invention is as follows :Upon the suction strokeof the piston the valve 9 will be open (it having been previously openedby the cam 29). The suction of the outwardly moving piston will draw theair from the chamber 17, this air passing over the wick 21, becomingthoroughly impregnated with gasolene and passing through the valveopening 8. By reason of the expansion of the air it will be cooled. andthis will act to cool the gasolene, thus cooling the charge prior to itsentrance into 1e cylinder. Before the piston has reached the full extentof its suction stroke the cam 25) will have passed out of engagementwith the valve stem-10, but the valve will be held open by the suctionof the piston. Upon the compression stroke of the piston the valve 9will be closed, the compressed charge will then be exploded and thepiston forced out as usual until it has cleared or uncovered the exhaustport Just after it has uncovered this port the cam 29 will. engage withthe valve-seat forcing the valve 9 from its seat and upon the returnstroke of the piston the exploded vapors will be forced out through theopening 8. The pressure of these vapors as they are forced out will actto open thevalve 24 which is normally held closed by a light spring orother suitable means. Upon the outward stroke'of the piston the valve '9will be still held open by the cam 29 and the suction will cause themixed air and gasolene forming the charge to 'pass' into the cylinderasbefore described. .It will be the chamber 17 into intimate contactwith the cylinder head (the hottest; portion of a gasolene engine)andinto contactwvith the valve 9, thus keeping thisvalve 0601.. v

f It will be seen that by reason ofthe peculiar laterally concaved formof the cylinder head that after the charge is drawn into the cylinderthrough the opening 8 it will be deflected into the body of the cylinderwith much greater force than would be the case was the head of thecylinder -at right angles with the longitudinalaxis of the cylinder,

and that further, inasmuch as the cylinder head is laterally co'ncavedor curved, there Wlll be no corners or angles to retard the that theentering charge striking the in clined head of the cylindei; will act toscour the same so that soot and dirt cannot collect upon the cylinderhead. Thiscollection of soot and dirt, and unconsumed products ofcombustion is the cause of much inconvenience in the operation ofgasolene en-' gines. Furthermore by the arrangement described, I tend toprevent stratification of gases within the cylinder. It will be seenthat this scouring or cleaning action of the head takes place at eachsuction stroke.

In addition to the advantages above stated, my construction permits ofthe use of one valve to control the inlet and exhaust of the vapors toand from the cylinder and thus eliminates the necessity of two valves,one controlling the inlet and the' other the exhaust, these valves beingseparately timed and separately operated. There is considerabledifliculty in properly timing the inlet and exhaust so that they shallproperly coact with each other in opening and closing. This is entirelyobviated by my construc tion, it being only necessary that the camshould be so timed that the valve may open at the proper period, theclosing taking place automatically. By regulating the strength andtension of the spring 12 secure a means for controlling the amount ofcharge passing into the cylinder. I may use any means for this end.

It is to be noted that the spark plug is located in the middle of theinclined head of the cylinder and hence that it will'be scoured by theinrt'isb, tthe charge. This scouring action tends to keepthe terminalsof the spark plug clean of soot or dirt and "passage of the'gas orprevent its easy sweep into the cylinder. Furthenat is pointed out inproper condition. Furthermore that spark plug is so located that it isin the midst of the compressed charge in the clearance space of theengine, and hence in a position particularly adapted to igniting thecharge properly and secure an explosion of the vapors.

A further advantage of my construction lies in the fact that the inletport and exhaust port being both controlled by one valve, there is nonecessity for the more or less complicated timing mechanism used to openthe exhaust port at the proper period of the stroke. I therefore securea better speed control than is possible with dissimilar constructions.

' In-having but one valve communicating with. the interior of thecylinder head I eliminate the necessity of having one hot valve and onecold valve, as is ordinarily the case, and thus do away with the heavysprings which tend to pound the valves in returning them quickly totheir seats. This is especially the case with the ordinary enhaustvalve. My duplex valve, which serves both as an inlet and an exhaustvalve, seats very gently as the suction diminishes. By the use of theduplex valve also save gas and power, because there is thus one lessport for the gas to leak through. I further save gas and power for thereason that the valve is at all times kept clean by the a plurality oflongitudinally extending channels spaced from each other by Websconnecting the inner and outer portions of the Wall of the cylinder,said channels being disposed at suitable intervals around the cyhndenoneend of each channel being open for the admission of air, the other endopening into said chamber formed in the head of the cylinder, and saidhead chamber connecting with a passage to the intake port of thecylinder, and means for vaporizing a charge disposed in said last namedpassage.

In testimony whereof I atlix my signature in' presence of two witnesses.

HENRY lV. .ASlIh'lUSlCN. (L. s.] lVi l nesses l B. lVuIonr, W. N.VVoonsoN.

Galilee at this patent may he obtained for five cents each, byaddressing the Commissioner of Patents,

Washington, D. C.

